Hydroplane wing-pontoon.



H. KLECKLER.

HYDROPLANE wme PONTOON.

APPLICATION FILED SEPT. I8, 915.

Patented Sept. 12, 1916.

2 SHEETS-SHEET 1.

qxhtmeoa 6 Ho amen 9 H. KLECKLER.

HYDROPLANE WING PONTOON.

APPLICATION FILED SEPT.18.1915.

Patented Sept. 12, 1916,

2 SHEETS-SHEET 2 HENRY KLECKLER, 0F BUFFALO, NEW YORK.

HYDRO?LANE WIN G-PONTOON. v

Specification of Letters Patent.

Patented Sept. 12, 1916.

Application filed September 1 8, 1915. Serial N 0. 51,453.

T 0 all- 10111 it may concern Be it known that I, HENRY KLECKLER, a citizen of the United States, residing at Buffalo, in the county of Erie and State of New York, have invented certain new and useful Improvements in Hydroplane Wing- Pontoons, of which the following is a speci fication.

The present invention relates to improvements in wing pontoons for hydroaeroplanes and as its particular object contemplates the provision of a pontoon of this character which will be constructed to offer the minimum head resistance both to the Water struction.

A further object of my invention is to equip a substantially streamline pontoon with means adapted to absorb the shock of its impact with the surface of the water, when the hydroaeroplane alights on the latter.

The above and additional objects of a similar nature which will be hereinafter more specifically treated are accomplished by such means as are illustrated in the accompanying drawings described in the following specification and then more particularly pointed 0ut in the claims which are appended hereto and form a part of this application.

WVithreference to the drawings wherein there is illustrated the preferred embodiment of this invention, as it is reduced to ractice and throu bout the several views 9 of which, like characters of reference, designate similar parts:

Figure 1 is a perspective view of a hydroaeroplane" in flight, as observed from below,

disclosing an equipment of pontoons such as are provided by the present invention. Fig. 2 is a detail view of the pontoon, per se, the forward portion being in longitudinal section and the remainder being shown in elevation. Figs. 3-4 are transverse sectional views from the forward and rear portion of the pontoons, respectively, being taken on the planes, included by the lines 3-3 and 4-4, Fig. 2. Fig. 5 is an enlarged fragmentary and sectional detail taken longitudinally through the prow cap. of the pontoon. Fig. 6 is a detail perspective of an attaching plate employed to secure shock absorbing skids to the pontoon bottom and,

Fig. 7 is a detail view of a nut equipped to form an anchorage for pontoon stay wires.

As is best disclosed in Fig. 2 the pontoon is essentially a frusto-conical body or hull, the terminals of which are closed by prow and stern caps of conical shape, and the interior of which is divided into a plurality of airtight compartments by spaced bulkheads. A pair of supporting tubes or rods are provided at the fore and aft portions of the pontoon body for suspending this member beneath the wing of the lower plane of the hydroaeroplane in the manner best disclosed in Fig. 1. Longitudinally and transversely disposed bracing cables connect the supporting members in a manner which will hereinafter be more specifically set forth.

Secured to the body portion of the pontoon is a shock-absorbing member which is formed in the nature of a skid and is extended at its rear terminal a considerable distance beyond the aft end of the body member to provide a flexible tail portion which will engage the surface of the water prior to the landing of the pontoon.

Referring now more specifically to the drawings and more particularly to Fig. 2, the numeral 10 designates the pontoon body or hull, which is preferably formed from sheet metal and is substantially frusto-conical in shape, being tapered from fore to aft. Fore and aft bulkheads are denoted by the numerals l1 and are preferably composed of wopd in order to secure a desired thickness and strength with least weight. Intermediate bulkheads 12 may be formed from sheet metal and are provided with suitable marginal flanges whereby they may be braved or secured by any desired fastening means to the inner surface of the hull 10. A prow cap 1% is provided for the closure of the forward extremity of the pontoon hull and is of sheet metal and formed conically in shape. It is desired in the present construction that the pontoon be possessed of a streamline design, and this prow cap is, therefore, relatively blunt. having a basal diameter which is greater than its axis. An annular flange 15 is pro ided for the base of this cap and is snugly fitted into the fore end of the hull, being secured in place by rivets or by equivalent fastening devices indicated at 16. An opening 17 is provided in the cap 14: so that access may be had to the interior of the hull at the fore portion thereof when the rivets 16 are headed. This opening is closedwhen the pontoon is ready for use by the shield or cover plate 18. A cap forming the stern closure for the pontoon hull is designated by the numeral 19 and will be seen to be also conical and formed of sheet metal, being provided with the customary securing flange at its basal margin for securement to the hull by the rivets 20. In carrying out the streamline design inaugurated by the blunt prow cap 14, this stern cap is so constructed that its axis exceeds the diameter of the base. As in the proW cap,an opening is formed in this cap 19 to grant access to the interior of the stern portion of the hull during the heading of the rivets 20 and this opening is closed when the hull is ready for use by a shield 21 similar to the member 18. For the support of the pontoons upon the wings of thehydroaeroplane both fore brackets and aft brackets are employed. The fore brackets 22 are rods or bars, preferably fashioned from metallic tubes having their lower terminals flattened as denoted by the numeral 24, their upper terminals being flattened and flanged at right angles tothe body of the bar. Eachof the lower terminals 24 of the bracket rods 22 is apertured to receive afterminal of'the supporting rod 26, whichextends transversely through the fore bulk headll, at-the approximate horizontal ce ter thereof.- The projecting terminals of this rod are threaded fonthe reception of the securing nuts 27, and are drawn out be yond their threaded portion to produce ears 28 which may readily be apertured for the anchorage of stay wires 29 which extend longitudinally of th ehydroaeroplaneswings 30, for the obvious purpose of bracing-suspended pontoons. If desired, however, the

ears 28 may be as readilv formed upon the body of the nut as is particularly illustrated in Fig. 7. Clips 29 are fastened, in,some

such manner as riveting, to the flattened inturned ends 25 of the bracket bars 22 andare attached to receive the upper'terminals of diagonally extended, crossed, bracing cables or Wires 30, lower terminals of which are secured by metal strips 31 to the termi nal portions of the fastening rod.26. The aft bracket is formed'of single rodin place of the separate and cross-stayed, bracket arms of the forward structure. Similarly, however, the aft bracket is formed from a metal tubing and includes a pair of arms 32. which are connected by the integralflattened apex portion 33' to form a V. The lower terminals of these arms are flattened for reception of the threaded terminals of the aftfastening rod 34 and the construction employed in this connection is substantially' similar to that disclosed with referthe numerals 35 and 36 and have their terminals respectively secured by suitable clips 37 carried by respective brackets, extending upwardly for points of securement at the top of the opposite bracket, all as is clearly illustrated in Figs. 1 and 2.

It will now be noted that the fore bracket arms 22 are somewhat shorter than. the aft bracket 32. Thus, when the pohtooriiis se cured to its wing 30, it is inclined to the horizontal, such inclination being forwardly upward, as has been reproduced in the drawing of Fig. 2. Consequently the pontoon will be inclined to the surface of the water when the'hydroaeroplane is alighting with its wings in the normal, substantially horizontal position. taching the pontoon to the wing is employed that the tail portion of the pontoon skid may first engage the surface of the water,

such skid being so mounted as to absorb This method of at to a great degree the shock of impact incisj ,cated at 39 is relatively thin, owing to the taper ,of this member from fore to aft. As

shown in the sectional view of Figs. 3 and 4 the bottom of the pontoon is flattened as at 40, to provide a flat bearing surface to the skid member. The thickened fore portion of the member 38 is secured in place by attaching plates 41 such as are illustrated fragmentarily in Fig. 6. As there shown, each attaching plate includes a longitudinal flange 42 provided with a plurality of dependenttabs"e 3. These tabs are riveted or otherwismsecured to the hull as shown in Figs. 1, 2,38% permitting the flanges 42 to receive betweenthem the longitudinal edges of the skid 38, for securement in the obvious -manner. These plates are employed only As a guide to normally space the skid from the rear portion of the flattened pontoon body in order that the skid may be forced to exert its shock absorbing qualities by flex ing, there is employed the bearing member 44 which extends substantially the entire width of the skid, as is to be clearly seen from an inspection of Fig.4 and is receivable in contact with a socket plate "15 carried at the bottom of the hull 10 andtoward the stern.

A brief rsum of the advantages attendant upon the present pontoon construction,

discloses the fact that the minimum amount of head resistance is offered to its passage through any fluid owing to its streamline body, as obtained by the frusto-conical .shape of the hull and by the respectively blunt and-elongated conical prow and stern caps. Further than this, air-tight compartments are attained by the use of bulkheads of two classes. Bulkheads which are employed for the dual function of supports for the suspending fore and aft brackets are made of a material found to be most suitable for this purpose, while the remaining bulkheads, of which different requirements are made, are most desirable when constructed of another material. The method of mounting the flexible skids, and

the shock absorbing qualities of the latter are also features of this invention, as well as the specific bracket construction attached to co-act with the mentionedbulkheads.

While in the foregoing, however, there has thus been illustrated in the drawings and described in the specification such combination and arrangement of elements as constitute the preferred embodiment of this.

invention, it is desired to emphasize the fact that such minor alterations in the-mattersincluding a truly frusto-conical hull having the terminal of greatest diameter disposed as its prow, and supporting-members of unequal length to suspend the hull beneath a wing with the said terminal of greatest diameter upwardly inclined.

3. A wing pontoon for hydroaeroplanes, including a truly frusto-conicalhull, truly conical stern and' prow caps closing the terminals of the hull, said prow ca having a basal diameter larger than the basal diameter of said stern cap.

4. A wing pontoon for hydroaeroplanes, including a truly frusto-conical hull,- truly conical stern and row caps closing term nals of the hull, t e basal diameter of said prow cap exceedin the basal diameter of said stern cap and't c axis of said stern cap exceeding the axis of said prow'cap.

5. A wing pontoon for hydroaerop-lanes, including a truly frusto-conical hull,-truly conical stern and prow caps closing the terminals of the hull, said prow cap having a basal diameter greater than its axis, said stern cap having an axis greater than its basal diameter.

6. A wing pontoon for hydroaeroplanes,

ments and means connected to certain of said bulkheads for suspending the hull beneath a wing. V

7. A wing pontoon for hydroaeroplanes, including a hull, fore and aft bulkheads adjacent the terminals of the hull, intermediate bulkheads co-acting with the first said bulkheads to subdivide the hull into a plurality of air-tight compartments and means connectedto said fore and aft bulkheads for-- the suspension of the hull from a wing.

8. A wing pontoon for hydroaeroplanes, including a hull, a skid attached for a ortion of its length to the bottom of said hull, and tail portion for said skid extending aft the stern of said hull and a bearing member carried by said skid to space said tail from said hull.

9. A wing pontoon for hydroaero lanes,-

including a hull, rods passing transversely through the hull, fore and aft supporting members having their lower ends removably, secured on the terminals of the rods,

and bracing elements connecting fore and aft rods with the aft and fore supporting members respectively.

11. A win pontoon for hydroaeroplanes, including a ull, rods passing through the hull, supporting members having their lower ends engaging respective terminals of said rods, means connected with said rod terminals to-serve as a brace anchorage, and bracing elements connecting said means with the pontoon wing.

12. A wing pontoon for hydroaeroplanes including a hull, formed with a flattened bottom, a skid forwardly attachedto said bottom and extending longitudinally therebeyond at the rear, means carried by said skid to prevent contact between the latter and the hull bottom, and a socket adapted to receive said means to facilitate flexing of said skid.

13. A wing pontoon for hydroaeroplanes, including ahull formed with a flattened bottom, a skid forwardl attached to said hull,

a bearing block rear ardly carried by said skid and a socket supported on said bottom for engagement with said block in spacing said skid from the bottom for purposes of flexing upon contact with the Water. I

14. A wing pontoon for hydroaeroplanes, includin a hull formed with a flattened bottom, a s 'd having a width equal to that of the hull, a mounting interposed between the skid and bottom, said mounting including a bearing extending across the skid and a means for the skid socket adapted to receive said bearing and extending across said bottom to permit said skid to be readily flexed with respect to said pontoon.

15. A wing pontoon for hydroaeroplanes including a hull formed with a flattened bottom, a skid forwardly attached to said bottom and extending longitudinally therebeyond at the rear, and a means interposed between the skid and the hull adjacent the rear end thereof to constitute a pivot bearing for the skid.

16. A wing pontoon for hydroaeroplanes including a hull, a skid of gradually decreasing thickness from its forward end aft, the aft terminal of the skid extending beyond the rear end of the hull, fastening at the forward end thereof, and a means for the purpose specified interposed between the skid and the hull at the rear end of the latter.

17. A wing pontoon for hydroaeroplanes including a hull, a skid forwardly attached to the hull and of a length to extend rearwardly beyond the aft end thereof, and means constituting a pivot bearing for the skid arranged between the hull and the skid at the rear end of the hull.

18. A wing pontoon for hydroaeroplanes including a hull, rods passing transversely through the hull respectively adjacent the fore and aft terminals thereof, each rod projecting without the hull at substantially diametrically opposite points, and support means for the hull secured to the projected terminals of the respective rods and to said wing.

19.' A wing pontoon for hydroaeroplanes including a hull, transverse bulkheads subdividing the hull into air-tight compartments, rods passing transversely through the hull and through the terminally located bulkheads, each rod being of a length to extend without the hull at substantially diametrically opposite points, and fore and aft supporting members for the hull having extremities connected to the respective terminals of said rods.

20. A built-up wing pontoon for hydro aeroplanes including a truly frusto-conical hull,truly conical stern and prow caps closing terminals of the hull, the basal diameter of said prow cap exceeding basal diameter of said stern cap and the axis of said stern cap exceeding the axis of said prow cap to effect a substantially streamline pontoon.

21. In a built-up wing pontoon for hydro aeroplanes, an intermediate, truly frustoconical pontoon section, a truly conical prow cap secured at one end to said intermediate section, and a truly conical stern cap secured to said intermediate pontoon section at the opposite end thereof, the axis of the stern cap exceeding the axis of the. prow cap to effect a pontoon of substantially streamline form.

In testimony whereof I affix my signature.

HENRY KLEGKLER. 

